EP0664249B1 - Bremsenergieausgleichssystem für mehrere Bremseinheiten. - Google Patents

Bremsenergieausgleichssystem für mehrere Bremseinheiten. Download PDF

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Publication number
EP0664249B1
EP0664249B1 EP94307258A EP94307258A EP0664249B1 EP 0664249 B1 EP0664249 B1 EP 0664249B1 EP 94307258 A EP94307258 A EP 94307258A EP 94307258 A EP94307258 A EP 94307258A EP 0664249 B1 EP0664249 B1 EP 0664249B1
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EP
European Patent Office
Prior art keywords
brake
torque
wheel
signal
signals
Prior art date
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Expired - Lifetime
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EP94307258A
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English (en)
French (fr)
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EP0664249A3 (de
EP0664249A2 (de
Inventor
Robert D. Cook
Bijan Salamat
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Crane Co
Hydro Aire Inc
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Crane Co
Hydro Aire Inc
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Application filed by Crane Co, Hydro Aire Inc filed Critical Crane Co
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Publication of EP0664249A3 publication Critical patent/EP0664249A3/de
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • B60T17/22—Devices for monitoring or checking brake systems; Signal devices
    • B60T17/221—Procedure or apparatus for checking or keeping in a correct functioning condition of brake systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1701—Braking or traction control means specially adapted for particular types of vehicles
    • B60T8/1703—Braking or traction control means specially adapted for particular types of vehicles for aircrafts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1701—Braking or traction control means specially adapted for particular types of vehicles
    • B60T8/1708—Braking or traction control means specially adapted for particular types of vehicles for lorries or tractor-trailer combinations
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/321—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration deceleration
    • B60T8/3235—Systems specially adapted for rail vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/52—Torque sensing, i.e. wherein the braking action is controlled by forces producing or tending to produce a twisting or rotating motion on a braked rotating member
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/88—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means
    • B60T8/885—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means using electrical circuitry
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2210/00—Detection or estimation of road or environment conditions; Detection or estimation of road shapes
    • B60T2210/10—Detection or estimation of road conditions
    • B60T2210/13—Aquaplaning, hydroplaning

Definitions

  • This invention relates generally to deceleration control systems for vehicles, and more particularly concerns a brake energy balancing system for multiple brake units using multiple independent brake controllers to control deceleration by maintaining braking torque constant or within a desired torque range.
  • Anti-skid and automatic braking systems have been commonly provided on commercial aircraft to aid the deceleration of the aircraft upon landing.
  • Modern anti-skid systems commonly optimize braking efficiency by adapting to runway conditions and other factors affecting braking to maximize deceleration, corresponding to the level of brake pressure selected by the pilot.
  • Such brake units have been proposed for use in emergency braking systems for magnetic levitation (MAG-LEV) trains for emergency deceleration in the event of failure of the primary braking system.
  • MAG-LEV trains commonly have articulated trucks with numerous sets of independent brake units, over which brake pressure can differ, so that the energy absorbed by different brakes during braking can vary. It has been found that during braking of vehicles with independent controllers and brake units, such as in a train, can suffer from an energy imbalance among the brake units, despite anti-skid and autobrake deceleration control.
  • the causes of divergence of brake pressure can be attributed to (a) differences in the rolling radii of train wheels, (b) differences in electronic components, (c) brake torque differences, and the like. Each of these can create a measured 'error' in the deceleration.
  • brake units that absorb more energy can fail temporarily, or become permanently damaged. It would, therefore, be desirable that the braking energy absorbed by the brake units of the trucks and cars of a train be equalized as much as possible.
  • Conventional brake control systems having anti-skid and autobrake functions have been found to be insufficient to achieve such brake energy equalization among multiple independent brake units.
  • One prior art method for avoiding brake pressure imbalances in aircraft brakes equalizes the pressure at all wheels in auto-brake mode, with brake torque limiting as an auxiliary control mechanism.
  • the anti-skid and autobrake functions are controlled by measuring velocity using a speed sensor. Since deceleration is determined from wheel speed, the calculation of deceleration from one truck to the next can be off by a factor related to the tolerance within the system. Such a tolerance deviation in determination of deceleration can cause a brake energy imbalance in the braking effort among trucks linked in a chain. Without an energy balancing method, a major portion of the braking effort can thus be borne by few of the trucks. In an emergency braking situation, one car can push or pull against an adjacent car, causing unsafe jostling of the train cars, which can be particularly dangerous for high speed trains.
  • EP-A-0,601,681 shows those features set out in the precharacterising portions of claim 1 and claim 6. Another braking system for vehicles is shown in EP-A-0, 276,435.
  • the present invention thus provides for a system and method of balancing brake energy for multiple brake units, by balancing brake torque on the brake wheels of a multi-car or multi-truck vehicle, such as a train.
  • Torque feedback control permits the balancing of the torque among the brakes on each car of the multi-car vehicle, preventing potentially dangerous emergency braking conditions, particularly for high speed multi-car vehicles such as a MAG-LEV train.
  • the invention accordingly provides for a brake energy balancing system for a vehicle having a plurality of cars, each carried by a pair of trucks, with each truck having a group of braking wheels with brakes, for applying and controlling the brakes of each group of braking wheels of the vehicle independently of operator brake application.
  • wheel velocity is measured to produce wheel velocity signals that are a function of the rotational speed of each wheel, and an average velocity signal is generated based upon the wheel velocity signals for each group of wheels for each truck.
  • a reference velocity signal is also preferably generated in response to a deceleration command, and the average velocity signal for each group of wheels is compared with the reference velocity signal for generating average velocity error signals indicative of the difference between the average wheel velocity signals and the reference velocity signal.
  • the wheel velocity signals are preferably compared with the reference velocity signal for generating individual wheel velocity error signals indicative of the difference between the wheel velocity signals and the reference velocity signal.
  • Anti-skid and autobrake brake systems typically used for aircraft have been proposed for use as emergency braking systems for MAG-LEV trains for emergency deceleration in the event of failure of the primary braking system.
  • brake pressure can vary over the articulated trucks of a MAG-LEV train, so that the energy absorbed by different brakes during braking can create an energy imbalance among the brake units during braking, potentially causing the brakes to fail or damaging them permanently.
  • Conventional anti-skid and autobrake control systems do not sufficiently provide for energy balancing of brake units to prevent these kinds of problems in an emergency braking system of MAG-LEV trains and the like.
  • truck "A” will accomplish most of the programmed deceleration and truck “B” will be achieving significantly less, resulting in a braking energy imbalance.
  • truck "B” will accomplish most of the programmed deceleration and truck “B” will be achieving significantly less, resulting in a braking energy imbalance.
  • braking energy imbalances can be magnified catastrophically, causing dangerous braking conditions.
  • a brake energy balancing system can be used in a vehicle 10 such as a MAG-LEV train, or other types of trains and the like, having a plurality of trucks "A" and "B” carrying a plurality of cars 12 each having a group of braked wheels, such as is illustrated in Fig. 1.
  • the brake energy and balance system 14 as installed for a MAG-LEV train would preferably include a wheel speed transducer 16 for each brake wheel 18 of a truck, for measuring wheel speed and generating wheel velocity signals that are a function of the rotational speed of the brake wheel.
  • the wheel velocity signal is typically converted to a signal representing the velocity of the vehicle by a velocity converter 20, and compared with a desired reference vehicle velocity in velocity comparator 22, to generate individual wheel velocity error signals indicative of the difference between the wheel velocity signals from each braked wheel and the reference velocity signal.
  • the velocity error signals are adjusted by a pressure bias modulator control circuit (PBM) integrator 24, transient control circuitry 26 for filtering transient signals, and compensation network circuitry 28, the outputs of which are summed at summing junction 30 to provide an anti-skid control signal received by the command processor, typically a microprocessor.
  • PBM pressure bias modulator control circuit
  • a deceleration command 32 typically for a deceleration force of approximately 0.2 G for emergency deceleration of the MAG-LEV train, activates an autobrake velocity reference generating means to generate an autobrake reference velocity signal in response to the deceleration command.
  • Wheel velocity averaging means 34 are provided for generating an average velocity signal based upon the wheel velocity signals from each group of wheels for each truck. The difference between the autobrake reference velocity signal and the average velocity signals is determined by average velocity comparator 36 for generating average velocity error signals that are indicative of the difference between the average wheel velocity signals and the reference velocity signal.
  • the average velocity error signals are typically adjusted by a proportional velocity gain by proportional gain circuitry 38, an integral velocity gain by integral gain circuitry 40, and a differential velocity gain by differential gain circuitry 42, the outputs of which are summed at summing junction 44 to provide an adjusted autobrake signal that is received by the command processor 45.
  • Other signals and inputs can be received by the command processor, such as a locked wheel signal 46 indicating whether a wheel is locked, and a touchdown/hydroplaning protection signal 48, to guard against hydroplaning of a wheel on touchdown at high speeds.
  • the command processor determines a torque controlled brake application signal necessary to achieve the commanded deceleration
  • the torque control can be incorporated with anti-skid, autobrake deceleration control for achieving the coded deceleration.
  • embodiments of the invention also significantly provide for a brake torque reference signal input 50 to the command processor to limit the torque output signal 52 of the command processor to a range of torque values appropriate for braking cars that are neither full nor empty, and preferably to a torque value appropriate for a car that is carrying approximately half of its rated load.
  • the invention also preferably provides for torque sensors 54 at each brake wheel 18 for generating feedback brake torque signals that are a function of the braking torque applied to each wheel.
  • the brake torque signals are compared with the anti-skid, autobrake torque signal output 52 of the command processor at torque comparator 60 for determining a torque difference signal 62.
  • the torque difference signal is also preferably adjusted by a proportional torque gain by proportional torque gain circuitry 64, an integral torque gain by integral torque gain circuitry 66, and a differential torque gain by differential torque gain circuitry 68, the outputs of which are summed at summing junction 70 to provide an adjusted autotorque signal 72.
  • the autotorque signal is received by a brake pressure wheel modulator (PWM) driver 74 to convert the autotorque signal to a digital brake control signal applied to the digital brake control valve 76 that controls the pressurized brake fluid to the brake 78.
  • PWM brake pressure wheel modulator
  • m w i z w1 - (c zT1 i + c z11 i ) z w1 i + c z11 i z T i - c z11 i a i ⁇ T i - (k zT1 i + k z11 i ) z w1 i + k z11 i z T i - k z11 i a i ⁇ T i + c zT1 i z 1 i + k zT1 i z i i
  • Table 1 shows an example of results of a simulation done for the case of braking from approximately 500 km/h (310 mph), assuming the cases of high and low friction coefficients ( ⁇ ).
  • the first digit represents the number of the truck, while the second digit represents the number of the axle of the truck.
  • the maximum variation of 7% occurs in the case of axle control and a condition of a low coefficient of friction.
  • the hydraulic oil pressures sent to the brakes for applying braking pressure will be different for different brakes.
  • the individual bogie truck brake controllers may measure deceleration slightly more or less than 0.2 G.
  • the rear truck "B" brake controller may measure 0.19 G, such as may occur due to the tires having a slightly larger than normal tire radius
  • the front truck "A” brake controller may measure 0.21 G, such as for example might be due to the tires having a slightly smaller than normal tire radius, resulting in a net car deceleration of 0.2 G.
  • Such a divergence in braking pressure will be affected by the tire radius, wheel initial load and load variation during braking, and the coefficient of friction of the carbon disc in carbon brakes.
  • the scatter of tire radius is considered to be ⁇ 2.0%, including new tire precision, elongation by rotation, and wear.
  • the initial vehicle load has the difference of about 20% in empty and full man load, and this value is converted to ⁇ 0.7% in tire radius.
  • the wheel load variation due to pitching motion was found to be 7%, which is ⁇ 0.5% for tire radius. Totally, the scatter of tire radius is ⁇ 3.2%.
  • the scatter of the frictional coefficient it is said to be from 0.1 for RTO conditions to 0.5 for taxiing.
  • the scatter in MAG-LEV discs can be larger than this range, because the emergency brake system is not likely to be used for a long time, and wear particle or oil contamination can cause a larger variation of the frictional coefficient.
  • Test No. 1-3 are for anti-skid and autobrake performance, and the load for No. 2 is lower than the others to make skidding occur more easily.
  • Test No. 4 included torque control according to the principles of the invention. Since the dynamometer uses only one wheel, deceleration control and torque control were not applied simultaneously. Test Conditions. Item Test No. Control Wheel Load (N) Initial speed (km/h) 500 1 Deceleration of 0.20 G 5.39x10 4 Energy absorbed (MJ) 57 2 Deceleration of 0.20 G 3.92x10 4 Brake unit used Brake unit for 22 in. wheel with torque sensing 3 Deceleration of 0.25 G 5.39x10 4 Brake unit used Brake unit for 22 in. wheel with torque sensing 4 Deceleration of 0.25 G 5.39x10 4
  • embodiments of the present invention provide for a system and method for balancing brake energy for multiple brake units of a multicar vehicle. This is accomplished by providing torque feedback control for balancing brake torque on the brake wheels of the vehicle, which can be provided in addition to anti-skid and autobrake control.
  • the energy balancing of the brake system reduces the serious dangers inherent in emergency braking of a high speed multi-car vehicle from speeds as high as 500 km/h, or higher, which can be achieved by MAG-LEV trains.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Regulating Braking Force (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Claims (8)

  1. Bremsenergieausgleichssystem (14) zum Betätigen und Steuern/Regeln einer Mehrzahl von Radbremsen (78) für eine Mehrzahl von Wagen (12) unabhängig von der Bremsbetätigung eines Bedieners, wobei das System umfaßt: eine Mehrzahl von Radbremsanordnungen (78), wobei jede der Radbremsanordnungen wenigstens ein Rad (18) und wenigstens eine Radbremse (78) aufweist; Momentensignalerzeugungsmittel (54) zum Erzeugen von Bremsmomentsignalen, welche eine Funktion des auf jede Radbremse ausgeübten Bremsmomentes sind; Befehlsbremsmomentsignalerzeugungsmittel (45) zum Erzeugen eines Befehlsbremsmomentsignals (52) in Antwort auf einen Verzögerungsbefehl; Momentenvergleichsmittel zum Vergleichen (60) der Bremsmomentsignale mit dem Befehlsbremsmomentsignal (52) zum Erzeugen von Bremsmomentdifferenzsignalen (62), welche die Differenz zwischen den Bremsmomentsignalen und dem Befehlsbremsmomentsignal (52) anzeigen; Bremsbetätigungsmittel (74, 76) zum Ausüben eines Bremsmoments auf jede Radbremse (78) unabhängig von der Bremsbetätigung eines Bedieners; sowie Steuer/Regelmittel (64, 66, 68) zum Bereitstellen eines Rückmeldungssteuer/regelsignals (72) an die Bremsbetätigungsmitteln (74, 76), um die Bremsbetätigungsmittel (74, 76) in Antwort auf die Bremsmomentdifferenzsignale (62) unabhängig von der Bremsbetätigung eines Bedieners zu steuern/regeln; und dadurch gekennzeichnet, daß:
    die Steuer/Regelmittel Automoment-Referenzerzeugungsmittel (50) zum Erzeugen eines vorbestimmten Referenzmomentsignals zum Begrenzen des Befehlsbremsmomentsignals (52) umfassen.
  2. Bremsenergieausgleichssystem nach Anspruch 1, wobei das Automoment-Referenzerzeugungsmittel (50) das Befehlsbremsmomentsignal auf einen Bereich von Momentenwerten beschränkt, welche zum Bremsen von Wagen (12), die weder voll noch leer sind, geeignet sind.
  3. Bremsenergieausgleichssystem nach Anspruch 1, wobei das Automoment-Referenzerzeugungsmittel (50) das Befehlsbremsmomentsignal auf einen Momentenwert beschränkt, welcher für einen Wagen geeignet ist, der ungefähr die Hälfte seiner Nennlast trägt.
  4. Bremsenergieausgleichssystem nach einem der Ansprüche 1 bis 3, weiterhin umfassend:
    Radgeschwindigkeitssignalerzeugungsmittel (16, 20) zum Erzeugen von Radgeschwindigkeitssignalen, welche eine Funktion der Drehgeschwindigkeit jedes Rades (18) sind;
    Radgeschwindigkeitsdurchschnittsbildungsmittel (34) zum Erzeugen eines Durchschnittsgeschwindigkeitssignals nach Maßgabe der Radgeschwindigkeitssignale für jedes Rad für jede Radbremsanordnung;
    Autobrems-Geschwindigkeitsreferenzerzeugungsmittel zum Erzeugen eines Referenzgeschwindigkeitssignals in Antwort auf einen Verzögerungsbefehl;
    Vergleichsmittel (36) zum Vergleichen des Durchschnittsgeschwindigkeitssignals für jedes der Räder (18) für jede Radbremsanordnung mit dem Referenzgeschwindigkeitssignal zum Erzeugen von Durchschnittsgeschwindigkeitsfehlersignalen, welche die Differenz zwischen den Durchschnittsradgeschwindigkeitssignalen und dem Referenzgeschwindigkeitssignal anzeigen; sowie Radgeschwindigkeitsvergleichsmittel (22) zum Vergleichen der Durchschnittsradgeschwindigkeitssignale mit dem Referenzgeschwindigkeitssignal zum Erzeugen einzelner Radgeschwindigkeitsfehlersignale, welche die Differenz zwischen den Durchschnittsradgeschwindigkeitssignalen und dem Referenzgeschwindigkeitssignal anzeigen.
  5. Bremsenergieausgleichssystem nach Anspruch 4 weiterhin umfassend Mittel zum Einstellen der Bremsmomentsignale durch eine proportionale Momentenverstärkung (64) oder/und eine integrale Momentenverstärkung (66) oder/und eine differentielle Momentenverstärkung (68).
  6. Verfahren zum Ausgleichen von Bremsenergie für das Betätigen und Steuern/Regeln einer Mehrzahl von Radbremsen (78) für eine Mehrzahl von Wagen (12), umfassend die Schritte des Messens eines Bremsmoments einer Mehrzahl von Radbremsen (78) für eine Mehrzahl von Rädern (18) sowie des Erzeugens von Bremsmomentsignalen, welche eine Funktion des auf jedes Rad (18) ausgeübten Bremsmomentes sind; des Vergleichens der Bremsmomentsignale mit einem Befehlsbremsmomentsignal (52) sowie des Erzeugens von Bremsmomentdifferenzsignalen (62), welche die Differenz zwischen den Bremsmomentsignalen und dem Befehlsbremsmomentsignal anzeigen; des Ausübens eines Bremsmoments auf das Rad (18) in Antwort auf einen Verzögerungsbefehl; sowie des Vorsehens eines Rückmeldungssteuerungs/regelungssignals (72), um das Aufbringen von Bremsdruck unabhängig von der Bremsbetätigung eines Bedieners in Antwort auf die Bremsmomentdifferenzsignale zu steuern/regeln; sowie gekennzeichnet durch:
    Erzeugen eines vorbestimmten Referenzmomentensignals (50) zum Begrenzen des Befehlsbremsmomentsignals auf einen Bereich von Momentenwerten, welche geeignet sind zum Bremsen zwischen einer Maximallast und einer Minimallast.
  7. Verfahren nach Anspruch 6, wobei das Befehlsbremsmomentsignal (50) auf einen Bereich von Momentenwerten begrenzt ist, welche zum Bremsen von Wagen geeignet sind, die weder voll noch leer sind.
  8. Verfahren nach Anspruch 6, wobei das Befehlsbremsmomentsignal (50) auf einen Momentenwert begrenzt ist, der für einen Wagen geeignet ist, welcher ca. die Hälfte seiner Nennlast trägt.
EP94307258A 1993-11-24 1994-10-04 Bremsenergieausgleichssystem für mehrere Bremseinheiten. Expired - Lifetime EP0664249B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US08/157,692 US5390990A (en) 1993-11-24 1993-11-24 Brake energy balancing system for multiple brake units
US157692 1993-11-24

Publications (3)

Publication Number Publication Date
EP0664249A2 EP0664249A2 (de) 1995-07-26
EP0664249A3 EP0664249A3 (de) 1996-04-03
EP0664249B1 true EP0664249B1 (de) 2000-06-28

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US (4) US5390990A (de)
EP (1) EP0664249B1 (de)
JP (1) JP3321320B2 (de)
DE (2) DE664249T1 (de)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5390990A (en) * 1993-11-24 1995-02-21 Hydro-Aire Division Of Crane Company Brake energy balancing system for multiple brake units
US5941608A (en) 1996-03-07 1999-08-24 Kelsey-Hayes Company Electronic brake management system with manual fail safe
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DE69425041T2 (de) 2000-10-26
US5700072A (en) 1997-12-23
JP3321320B2 (ja) 2002-09-03
US5605387A (en) 1997-02-25
US5390990A (en) 1995-02-21
EP0664249A3 (de) 1996-04-03
JPH07186919A (ja) 1995-07-25
HK1013643A1 (en) 1999-09-03
US5507568A (en) 1996-04-16
EP0664249A2 (de) 1995-07-26
DE664249T1 (de) 1997-02-13
DE69425041D1 (de) 2000-08-03

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